Train-stopping means.



W. B. MURRAY.

TRAIN STOPPING MEANS.

APPLICATION FILED APR. I6. I9I5 Patented Apr. 23, 1918.

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TRAIN STOPPING MEANS.

APPLICATJON FILED APR. I6 1915.

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TRAIN STOPPING MEANS.

APPLICATION FILED APR. I6 |915.

Patentod Apr. 23, 1918.

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APPLICATION FILED APR. 16| |915.

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W. B. MURRAY.

TRAIN STOPPIN'G MEANS.

APPucmoM man APR. 16. 1915.

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WILLIAM BROOKS MURRAY, OF DANVIIIE, ILLINOIS, ASSIGNOR T0 THE MILLER TRAIN CONTROL CORPORATION, OF STA'UNTON, VIRGINIA, A CORPORATION 0F VIRGINIA.

TRAIN-STOPPING- MEANS.

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To all 'whom z't may concern Y Be it known that I, WILLIAM B. MURRAY, a citizen of the United States, residing at Danville, in the county of Vermilion and State of Illinois, have invented 'certain new and useful Improvements in Train- Stopping Means, of which the following is a specification.

My invention relates to @fluid pressure operated and electric-ally controlled train stopping means.

An important object of the invention is to -provide apparatus of the above mentioned character, embodying means which are operated by fluid pressure, upon a movable element carried by the engine or vehicle being shifted by aV ramp guarding the entrance end of the block, when such ramp has no electrical connection with its source of current, whereby electrically operated means embodied in the apparatus does not render the fluid pressure operated means inoperative.

A further object of the invention is to provide means of the above mentioned character having connection with a source of pressure to receive it therefrom and normally not interfering with the train line pressure so that the brakes will remain normally released, and4 may be applied and reJ leased by .the engineer, in the usual manner.

A further object of the invention is to provide pressure operated means for forcing the movable contact element or shoe downwardly into engagement with the ramp, when the engine approaches it.

AIurther object of the invention is to provide means of the above mentioned character, which are comparatively simple in construction, strong, durable and reliable in operation.

Other objects and advantages of the invention will be apparent during the course of the following description.

In the accompanying drawings forming a part of this specification and inwhlchdike numerals are employed to deslgnate like parts throughout the same,

Figure 1 is a diagrammatic view of a track and associated circuits,

Fig. 2 is a side elevation of apparatus em- Specication of Letters Patent.

Application led April 16, 1915.

Patented Apr. 23,' IRIN..

Serial No. 21,789.

bodying the invention, showing the same applied to a railway locomotive,

Fig. 3 is a side elevation of one ramp,

Fig. 4 is an enlarged side elevation of the apparatus removed, parts being shown in section for the purpose of illustration, y

Fig. 5 is a side elevation ofthe pressure operated means for operating the throttle lever and the pressure operated means for operating the engineers air brake valve,

Fig. 6 is a plan View of the pressure operated means for operating the throttle lever,

Fig. 7 is a longitudlnal sectional view through a valve structure, and,

Fig. 8 is a plan view of the engineers air brake valve, with means for operating it, parts being shown in section.l

In Fig. l, the numerals 10 and 11 designate track rails, insulated at spaced intervals, as shown at 12, to divide the track into a plurality of blocks of suitable length, which are designated A, B, 0, and D. Near the entrance end of each block is a ramp 13, shown more clearly in Fig. 3. This ramp is formed of a rail or metallic bar and near its front end is provided with a slightly elevated approximately horizontal portion 14, and an elevating portion 1`5- t,

longitudinally curved in a vertlcal plane and.. extending upwardly and downwardly, as shown." The portion\15 of the ramp eX- tends above the portion 14: for a substantial distance, as shown.

The trallic upon the track is in the direction of the arrow, as indicated. At the entrance end of each block is a semaphore comprisin a vertically swinging paddle 16. This add e may be manually moved or opcrate by automatic means, if desired. The ramp is disposed at the entrance end of each block, and controls the passage of the engine or train into it, as will be explained. At the exit end of each block is a source of current 17, connected by a wire 18 with the rail 10 and with the rail 1l by a wire 19. Disposed at the entrance end of each block is a relay 20, comprising an electro-magnet 2l, having its winding connected with the rails 10 and 11 by wires 22 and 23, as shown. An armature 24 is disposed near the end of the electro-magnet and is held adjacent the electro-magnet when it is energized but will automatically move away from it when the electro-magnet is denergized. As long as an engine is not in the block it is obvious that a block track circuitJ is closed and current flows from one side of the source of current 17, through wire 19, rail 11, wire 23, electro-magnet 21, wire 22, rail 10, wire 18 and back to the opposite side of the source oi current 17. When an engine travels into the entrance end of the block the above referred to circuit is made through the engine and the electro-magnet 21 is cut ,out of circuit and accordingly denergized."

The numeral 25 designates a source of current having one pole connected with the rail 10 by a Wire 26 and its opposite pole connected with the armature 24 by a wire 27. A stationary contact 28 is disposed near the armature 24 and is adapted to be engaged by a co-acting contact 29 carried thereby, when the electro-magnet 21 is energized, such contacts disengaging when the electro-magnet is denergized. The stationary contact 28 is connected by a wire 28 with a pivoted contapt segment or member 30, adapted to engage and disengage a stationary contact 31. This stationary contact is connected with a wire 32 avhich is connected with the ramp 13. T he coontact segment 30 is connected with the semaphorespaddle 16 by a rod or pitman 33, to be, moved thereby. When the semaphore 16 is ,in the horizontal danger positionwith the block occupied, the contact segment 30 disengages the stationary contact 31 whereby the ramp 13 is disconnected from the source of current 25 but when the semaphore paddle is swung to the lowermost position to indicate a clear block tht' Contact segment 30 engages the contact 31 and the ramp 13 has electrical cdnnection with the source of current 25.

Attention is now called to Figs. 2 and 4, which show fluid pressure operated and electrically controlled train stopping means. This means comprises a vertically movable or reciprocatory bar 34, slidably mounted between guides or flanges 35, carried by a support or cast-ing 36, which is rigidly bolted to a portion of the frame-work of the locomotive 37, preferably in advance of the drivers although this location 1s immaterial. The attachment of the casting 36 with the frame ofthe locomotive is preferably' eiepted by means of bolts 38 .operating through elongated vertical slots 39 in this casting, as shown. Rigidly connected with the upper end of the casting 36 are upwardly preferably converging supportarms 40, having a substantially vertical pressure receiving cylinder 41 rigidly secured thereto. The upper end of this cylinder is closed while its lower end is open. A plunger 42 is mounted to reciprocate within the cylinder; 41 and its downward `movement is limited by a stop flange or ring 43, rigidly secured to .the'cylinder 41. A rod 44 is connected with the plunger 42 and its lower end is connected with the bar 34. Arranged within the upper portion of the cylinder 41 above the plunger 42 is a compressible coil spring 45, serving to force this plunger downwardly, as shown. Connected with the upper end of the cylinder 41 is a pipe 46, connected with the main air reservoir or tank 47, as shown. Connected with and thoroughly insulated from the lower end of the bar 34 is a shoe or contact member 48. It is thus apparent that the pressure in the cylinder 41 will force the plunger 42 downwardly which in turn will force the bar 34 downwardly, so that the shoe 48 will be held in the lower position to firmly Contact with the ramp 13, when the locomotive travels in proximity thereto.

Pivotally connected with the bar 34 is a link or pitman 49, its upper end having pivotal connection with a crank 50. This crank is rigidly connected with a valve stem 51. of a pressure outlet or exhaust valve 52 of any well known or preferred type. Connected with the pressure outlet or exhaust valve '52 is a pipe 5 3, having communication with the interior of -a` cylinder 54, which is rigidly secau'ed to a portion of the locomotive and preferably arranged within the cab. It might be stated at this point, when the bar 34 is elevated by the shoe 48 traveling upon the ulnvardly projecting portion 15 of the ramp 13, the crank 50 is swung upwardly from the horizontal position to the inclined position, the normally closed exhaust valve 52 opened, and pressure in -the cylinder 54 exhausted through the pipe 53, to the atmosphere.

The cylinder 54 is vertically arranged within the cab and its upper end is exteriorly screw-threaded for screw-threaded engagement with an attaching sleeve or coupling 55, which is bolted or rigidly attached to the bottom of a casing 56, in turn rigidly supported within the cab, as by being attached to a portion of the boiler. The sleeve 55 is provided near its lower end with a head 57, Carrying a centrally arranged stuffing box 58, through which a vertically reciprocating rod 59 operates, the lower end of which is rigidly attached to a plunger or pressure operated member 60, operating in the lower portion of the cylinder 54. This plunger 60 is provided with a small or contracted transverse port 61, adapted to establish communication between the portions of the cylinder 54 above and below the plunger 60, as shown. Arranged above the plunger 60 is a suitably stiff coil spring 62, serving to force the plunger 60 downwardly The pipe 53 leads into the cylinder mounted-upon the upper end thereof and ding a vertical portion 93, as shown.

54 above the plunger 60 while a pressure supply pipe 63 leads into the lower end of the cylinder 54 beneath the plunger 60, as shown. The pipe 63 is connected with a pressure supply pipe 64, which leads to the engineers air brake valve 65, with a cut od valve 66, connected therein, as shown. A branch pipe 67 is connected with the pipe 63 by a coupling 68 with a cut oli valve-69 connected therein, as shown.

The numeral 70 designates a secondary valve structure, as a whole, the details oi which are shown more clearly in Fig. 7. This secondary valve structure embodies a casing or casting 71, bolted or otherwise rigidly secured within the casing 56, preferably vertically arranged near one corner thereof, as shown. The casing 71 is provided with a valve receiving chamber 73 within which is mounted to reciprocate a slide valve 74, having a port 75, upon one side. This slide valve is adaptedto-establish communication ,between a port -76 and Aan exhaust port 77, and when moved up- Wardly, as indicated by dotted lines, to uncover the said port 76 whereby it is placed in free communication with the chamber 73, while retaining the exhaustport 77 cov ered. The casing 71 is also provided with the inlet port 78, above the exhaust port 77, as shown. Rigidly secured to the sliding valve 74 are spaced ears 79, between which is arranged a crank or lateral extension 80 of a head 81 rigidly mounted upon a rockshaft 82'. This rock-shaft extends exteriorly of ,the casing 71 and has rigid connection with a normally horizontal vertically swinging crank or lever 83, provided at its free end with a depending nger .84. v

. The rod 59 has a coupling 85 rigidly an arm 86 is pivotally connected with the coupling 85, as shown at 87. The arm 86 is adapted to be swung in a vertical plane and is swung toward the crank or lever 83 by means of a leaf spring 88, attached to the coupling 85 by bolts'or screws 89, as shown. Carried bythe upper end of the arm 86 is a head 90, having al recess-91, formed by an upper horizontal extension or finger 92 and a lower lateral extension cairryhe lever 83 projects into the recess 91 and when the arm 86 is in the normal position, as indicated in Fig. 4, will engage behind the vertical extension '93 u on the upward movement of the arm 86, ut when the arm -86 is swung to the inoperative position, b

means to be described, the extension 93 wi l be disposed wholly to one side of the depending linger 84 and will not engage therewith vupon the upward movement of the arm 86.

Rigidly mounted within the lower portion :tilt

of the casing 56 is an electro-magnet 94 of any well known Aor preferred type. Arranged near and'to one side of the cores of the electro-magnet 94 is a vertical swinging armature 95, pivoted `at its lower end to an ear or ears 96, as shown at 97. At its upper end, the armature 95 has a link 98 rigidly secured thereto, which extends laterally therefrom and carries a laterally extending pin 99, operating in an elongatedV slot 100, formed in the head 90. Tt is thus apparent that when the electro-magnet 94 is energized the armature 95 will be swung to the left, and through the medium of the LConnected with the binding post 101 is a wire 103 which is 'grounded or electrically connected with the frame-work of the engine, while a wire 104 is electrically connected with the binding post 102 and has elec- .trical connection with the shoe 48, as shown.

Pressure operated means are provided to operate the throttle lever for closing it and to operate the engineersair brake valve for app ying the brakes. The pressure operated means to operate Vthe throttle lever comprises a cylinder 105, within which is mounted to reciprocate a piston 106 having connection withI a piston rod 107. This piston rod Iis connected with one arm of a pivoted bell crank lever 108, having suitable connection with the latch-means of a throttle lever 109, to operate the latch means and release the throttle lever and subsequently move it to the inner or closed position. The numeral 110 designates a cylinder arranged above the engineers air brake valve 65 and having a piston 111 mounted to reciprocate therein. This piston 111 is connected with a rod 112, engaging a reciprocatory bar 113, having teeth for engagement with a pinion 114 which actuates the air brake valve. A common ressure supply pipe 115 communicates wit the cylinders and 110, and

when pressure is supplied therein through placing port 76 in communication with port 7, 'the cylinders 105 and 110 have communication with the atmosphere and eX- haust thereto, and when the valve 74 is moved to the upper position, such communication with the atmosphere is cut oi and pressure passing from pipe 67 enters chamber 73, passes through port 76, pipe 117, and through pi e 115 into the cylinders 105 and 110, where y the steam will be cut o from the cylinders andthe brakes set.

The operation of the apparatus is as follows:

The engine equipped with the apparatus may be considered as having entered block C and to be traveling toward the entrance end of block B, block B, being at caution and block A at danger. The semaphore paddle 16 at the entrance end of block B being in the intermediate position for indicating caution, contact segment 30 engaging stationary contact 31, and contacts 28 and 29 being in engagement, the ramp 13 guarding the entrance end of block B has electrical connection with the source of current 25. When the engine moves into proximity to the ramp 13 which guards the er1-- trance end of the block B the contact member or shoe 48 engages the slightly elevated horizontal portion 14 of the ramp 13,

holding the bar 34 and associated elements' under suitable tension and effecting a firm electrical contact between the shoe 48 and the ramp. A. circuit is now closed for energizing the electro-magnet 94, and in this closed circuit current flows from one pole of the source of current 25 through wire 27, armature 24, contact 29, contact 28, wire 28, contact segment 30, contact 31, Iwire 32, ramp 13, shoe 48, wire 104, electro-magnet 94, wire 103, the frame-work of the engine, rail 10, and throughwire 26 back to the opposite pole of the source of current 25. When the electro-magnet 94 is energized, as above-indicated, the armature 95 ."s drawn toward it, and the arm 86 swung laterally to the left so that it will not swin the lever 83 upon its upward movement, t e electromagnet being energized prior to the upward movement of the rod 59 and associated elements, provided the ramp has electrical connection with its source of current. The shoe 48-continuin -its travel in slidable engagement with t e portion 14 of the ramp 13 engages the curved or rising portion 15 of the ramp, whereby the shoe is elevated for a substantial distance. This upward movement ofthe shoe 48 moves the bar 34 upwardly, which ycarries the link 49 upwardly, this link swinging the crank 50 upwardly. The upward movement of the crank 50 turns the valve stem 51 and opens -the exhaust valve 52. Pressure within the cylinder 54 above the plunger 60 now exhausts to the atmosphere and the excessive pressure beneath the piston 60 moves it upwardly. Pressure beneath the piston can pass through the contracted port 61 only slowly or in a retarded manner, while the exhaust of pressure from the cylinder-54 above the piston 60 is rapid, when the valve 52 is open. Upon the upward movement of the plunger 60 and rod 59, withthe electro-magnet 94 energized, the arm 86 (being swung to the inoperative position) cannot move the lever 83, whereby the throttle lever will not be closed or the brakes applied. The engine is thus permitted to travel into the block 13. When the shoe 48 disengages the ramp, the pressure upon the plunger 42 moves the bar 34 and shoe 48 to the lowered position, thus automatically closing the exhaust valve 52. The pressure in the cylinder 54 beneath the plunger 60 now gradually passes through the contracted port 61, until the pressure is balanced upon the opposite sides of the plunger,- such plunger'moving downwardly to its normal starting position, which movement is aided by the action of the spring 62. When the shoe 48 disengages the ramp 13, the electro-magnet 94 is denergized, and spring 88 automatically swings arm 86 to the normal operative position. It is thus apparent that all parts of the apparatus are automatically returned to the normal position when the shoe 48 disengages the ramp.

When the engine travels into proximity to the ramp 13 which guards the entrance end of the block A1, the shoe 48 engages with the ramp 13. The semaphore paddle 16 being in the horizontal or danger position, the ramp 13 is disconnected from the `source of current 25, by the contacts 30, 31,

and 28, 29, as shown. When the shoe 48 travels longitudinally upon this ramp 13 it is elevated and the valve 52 opened, exhausting pressure from the upper end of the cylinder 54, as above described. The plunger 6() and rod 59 are now elevated, carrying the arm 86 with them. The upstanding extension 93 is now positioned to engage upon the inner'side of the depending finger 84, the electro-magnet 94 being denergized, whereby upon the aforesaid upward movement of the arm 86 thelever 83 is swung upwardly. This upward movement of the lever 83 moves the valve 74 upwardly, uncovering the port 76 but retaining the eX- haust port 77 covered, as is obvious. Fluid pressure now passes from pipe 64, through pi e 67, port 78, chamber 73, port 76, pipe 1117, and through pipe 115 into the-'cylinders 105 and 110 for closin the throttle lever and applying the bra es, as is obvious. When the arm 86 descends the upper finger 92 engages the lever 83 an .returns it to the normal horizontal position, whereb the valve 74 is lowered, for again estabhshing communication between the interior of the pipe 117 and the atmosphere.

Lacasse lt is to be understood that the form of my invention herewith shown and described is to be taken as a preferredpeXample of the same, and that various changes in the shape, size, and arrangement of parts may be resorted to without departing from the spirit of the invention or the scope of the subjoined claims.

Having thus described the invention, l claim l. lln a train stopping apparatus, a movable member, means for supplying pressure upon opposite sides of the member whereby it is normally held against movement, means to reduce the pressure upon one side of the member whereby it moves in that direction by the greater pressure upon the opposite side, train stopping means, an arm connected with the movable member and adapted to actuate the train stopping means upon the movement of the member when said arm is in the operative position, and electrically operated means adapted when energized to move the arm to the inoperative position.

2. ln a train stopping apparatus, a movable member, means to apply pressure to the opposite sides of the member, means to re duce the pressure upon one side of the mem- Iber whereby it moves in that direction by the greater pressure upon the opposite side thereof, a mechanically operated device to operate the pressure reducing means, train stopping means, an arm pivotally connected with the movable member and adapted to actuate 'the train stopping means u on the movement of the member when sai arm is in the operative position, and electrically operated means for shifting the arm to the inoperative position.

3. lln train stopping apparatus, a cylinder, a lunger mounted to reciprocate within the cylinder and provided with a contracted port, pressure supply means leading into the clyinder upon one side of the plunger, means i to exhaustpressure from the cylinder upon the opposite side of the plunger, train stopping means, apparatus connected with the plunger and moved thereby to actuate the train stopping means when operated, and electrically operated means to render the apparatus connected with the plunger inoperative with respect to fulfilling this function.

4. lln train stopping apparatus, a cylinder, a lunger mounted to reciprocate within the cy inder and provided with a contracted port, a pressure supply pipe leading into the cylinder upon one side of the plunger, an outlet pipe leading into the cylinder upon the opposite side of the plunger, an exhaust valve connected with the outlet pipe, a movable contact member, operative connecting means between the contact member and the exhaust valve, a ramp with which the' contact es and is mov thby, a

swinging arm connected with the plunger, an electrically operated device to move the swinging arm, means electrically connecting the electrically operated device with the frame-work of a vehicle Aand the contact member, a source of current, means connecting and disconnecting the ramp with and from the source of current, and train control means adapted to be actuated by the swinging arm when the electrically operated device is dener 'Zed and the plunger is moved in one direction.

5. In a train stopping apparatus, a movable member, means to supply pressure to the opposite sides of the movable member, a valve to reduce the pressure upon one side of the member whereby it will move in that direction b the greater pressure upon the opposite si e thereof, a crank connected with the valve to operate it, a reciprocatory member, a link pivotally connecting the reciprocatory member and the crank, a ramp disposed in the path of travel of the reciprocatory member to contact therewith and move it, train stoppin means, an arm connected with the movab e member and adapted to actuate the train stopping means when in the operative position and be shifted to an inoperative position with respect to actuating the train stopping means, and elec* trically operated means adapted when energized to move the arm to the inoperative position.

6. ln a train control system, a track, a vehicle to travel thereon, a ramp arranged near the track, a mechanically operated device carried by the vehicle and adapted to be moved b the ramp, a cylinder carried by the vehic e, a piston arranged to reciprocate within the cylinder and having a contracted port passing through the opposite sides thereof, means to supply pressure into one end of the cylinder,.an outlet pipe connected with the opposite end of the cylinder, a valve connected with the outlet pipe and with the mechanically operated device to be shifted thereby, vehicle stop' ping means carried by the vehicle and adapted to be actuated by the movement of the piston, and electrically operated means adapted when energized to render the iston ino erative with respect to actuating t ie vehic e stopping meansi 7. ln av train control system, a track, a vehicle to travel thereon, a ramp arranged near the track, means for connecting and disconnecting the ramp with and from a source of current, a movement contact element carried by the vehicle and adapted to contact with the ramp to be shifted thereby and to receive current from the ramp when theramp is energized, a cylinder carried by the vehicle, a piston mounted to reciprocate within the cylinder and having a ntr iat port formed therein, means to supply pressure into the cylinder upon one side of the piston, an outlet pipe connected with the cylinder upon the opposite side of the piston, a valve connected with the outlet pipe and having connection with the contact element to `be actuated thereby, vehicle stopping means carried by the vehicle and adapted to be actuated by the movement of the piston,

10 and electrically operated means having elec- In testimony whereof I aiix my signature 15 in presence of two Witnesses.

WILLIAM BROOKS MURRAY. Witnesses J. A. FOSTER, G. Ross VVERTZ. 

